Cockpit instrument panel systems and methods with redundant flight data display

ABSTRACT

Systems and methods are provided for integrated control, access, and presentation of flight information within the cockpit. Cockpit instrument systems and methods are provided which include a first cockpit instrument panel which has a first display proximately located to a first bezel. The first display is operable to present navigational data, communication data, and flight information data including airspeed, attitude, and altitude. The systems and methods further include a second cockpit instrument panel located adjacent to the first cockpit instrument panel. The second cockpit instrument panel has a second display proximately located to a second bezel. The second display is operable to present navigational data, communication data, and flight information data including detailed engine parameters. When either the first or the second cockpit instrument panel fails, the remaining functional, first or second display, is adapted to provide all of the important flight information data, including airspeed, attitude, altitude, and detailed engine parameters.

CROSS-REFERENCE TO RELATED APPLICATIONS

This is a continuation of application Ser. No. 10/086,783, filed Feb.28, 2002.

This application is related to the following co-pending, commonlyassigned U.S. patent applications: “Cockpit Instrument Systems andMethods of Presenting Cockpit Instrument Data,” Ser. No. 10/086,951;“Cockpit Control Systems and Methods of Controlling Data on MultipleCockpit Instrument Panels,” Ser. No. 10/086,929, “Cockpit DisplaySystems and Methods of Presenting Data on Cockpit Displays,” Ser. No.10/086,598 “Cockpit Control Systems and Methods with Variable FlightDisplay,” Ser. No. 10/086,573; and “Cockpit Control Systems and Methodswith Softkey Input Functionality,” Ser. No. 10/086,996 each of which isby the same inventors and of which the disclosure is herein incorporatedby reference in its entirety.

COPYRIGHT NOTICE/PERMISSION

A portion of the disclosure of this patent document contains materialthat is subject to copyright protection. The copyright owner has noobjection to the facsimile reproduction by anyone of the patent documentor the patent disclosure as it appears in the Patent and TrademarkOffice patent file or records, but otherwise reserves all copyrightrights whatsoever. The following notice applies to the screen layouts,and data as described below and in the drawings hereto: Copyright ©2001, Garmin Corporation., All Rights Reserved.

FIELD OF THE INVENTION

The present invention relates generally to cockpit instrument panelsystems and methods of presenting cockpit instrument data In particular,the present invention is directed to cockpit instrument panel systemsand methods with redundant flight data display.

BACKGROUND OF THE INVENTION

Modern commercial/private aircraft, as well as older aircraft, include amyriad of instrumentation panels having controls and displays used topresent information related to the controls. The controls and thedisplays are operated, viewed, and interpreted by a pilot during flightof an aircraft. Examples of the controls and displays employed by apilot in piloting the aircraft include an altimeter, an airspeedindicator, a horizontal situation indicator, an attitude indicator, andthe like. Other controls are used to permit radio communication withother pilots in the air or with air traffic controllers during flight.Still more controls are used to assist in navigation. In recent yearsthese controls include controls for Global Positioning Systems (GPS)associated with satellite technology. Furthermore, transponder controlspermit the aircraft to be uniquely identified and the aircraft'saltitude communicated to air traffic controllers during flight.

For a neophyte, the quantity of controls, inputs, and display panelscontained within the cockpit of an aircraft are daunting. Evenexperienced pilots/users must stay focused to interpret informationpresented on various displays throughout the cockpit and often mustswitch between the use of alternate hands during flight to accessvarious controls and control inputs within the cockpit. As a result,pilots/users must continually scan a plurality of available displays forvital information at any particular moment in time during flight.

The Federal Aviation Administration has promulgated regulationsrequiring that some controls have backup controls and have backuppresentation on multiple displays within the cockpit in the event aprimary control or display, presenting any setting data associated withthe controls, should fail during flight. Backup is especially importantfor communication controls, navigational controls, and equipmentcontrols or instruments, as well as the instrument displays whichpresent data associated with these controls and instruments, since thesecontrols and instrument displays vitally assist a pilot during flight.This data associated with these controls and instruments includes theflight information data a pilot needs for flight. Flight informationdata must have redundancy in the cockpit. By way of example, but not byway of limitation, the flight information data generally needed by thepilot includes attitude, airspeed, and altitude. As used herein, theterm attitude is used to describe the orientation of an aircraft abovethe earth. That is, the attitude describes whether the aircraft ispitched or banked whereas altitude provides the height or distance ofthe aircraft above the earth.

Conventionally, the redundancy for flight information data is providedby different systems. For example, general aviation aircraft typicallycan include a vacuum system and an electrical system. Airspeed istypically measured using a pitot tube and displayed to the pilot on areadout dial. If the pitot tube becomes clogged with ice it can nolonger provide data on the aircrafts airspeed. However, conventionallythere is still enough information provided by other instruments whichrun off of the electrical system or a function of the vacuum system todetermine the airspeed in another manner. Vice versa, if the electricalsystem failed, then the vacuum system can provide enough information todetermine the airspeed of the aircraft in an alternate fashion. Thus,single point failures are avoided.

As another example, if the aircraft's attitude indicator failed, thepilot would lose pitch and roll data. However, the pilot would still beable to indirectly derive roll information from the aircraft's turncoordinator. Thus, in this instance too, the aircraft has a sort ofbuilt-in, back-up instrumentation. Described another way, if everythingis functioning properly, the pilot can get certain information fromcertain instruments. And, when certain instruments fail, the pilot canget an indication of flight information data, such as attitude, frominstrumentation associated with a different system.

In recent years, multifunction displays (MFDs) have been developed foruse within the cockpit of an aircraft. Such MFDs generally contain asingle display screen which provides flight data and other informationassociated with select aircraft instrument or input controls. Often,however, the select aircraft input controls are not integrated into abezel surrounding the MB, and sometimes such input controls are not evenlocated in near proximity to the MED. And, some MFDs only provide dataassociated with those select aircraft input controls. Correspondingly,the pilot/user still must manage a myriad of displays, controls, andcontrol inputs located at various locations throughout the cockpit.Additionally, data presented within any one display is not necessarilywell organized and structured to provide a meaningful integratedpresentation to the pilot/user. In other words, within a single MFDrelated flight information data may not be logically grouped within likeregions on the display, such that a single glance at the display wouldprovide the pilot/user with all the desired data at any desired moment.

Further to the discussion above, with the migration toward MFDs whichattempt to display flight information data, the MFD has become a sourceof single point failure. That is, if all of the flight information datais provide to a single LCD or other display, that very display becomesthe single point failure when the display goes down.

Some have attempted to overcome this problem by providing a smaller,separate display. However, the confines of the smaller display presentthe flight information in a different size, format, perspective, andlocation which requires a mental adjustment by the pilot to acclimate tothe new display configuration. Thus, this approach meets therequirements promulgated by the FAA, but does not afford the pilot aquick reference, user intuitive backup for the flight information datawhen the MFD fails.

Existing cockpit control systems and cockpit instrument displays do notprovide seamless integration with respect to communication controls,navigational controls, and equipment controls or instruments, or for theinstrument displays which present data associated with these controlsand instruments. As a result, the pilot is forced to visually ormanually switch to alternate instrument displays and controls in theevent of a control or an instrument display failure. Further, the pilotis often forced to view scattered, multiple instrument displays toobtain all the relevant flight information data associated with thecontrols or instruments. And, the scattered, multiple instrumentdisplays each present data in varying size, formats, and perspectiveswhich require some degree of mental acclimation or adjustment tointerpret.

Therefore, there exists a need for a better integrated and backupcockpit control systems and instrument display within the cockpit, whichpermits the pilot to more rapidly acquire and process flight informationdata from central locations. Moreover, there exists a need for betterbackup and redundancy in the presentation of the flight information datawhen a given instrument providing this data fails.

SUMMARY OF THE INVENTION

The above mentioned problems related to backup and redundancy for flightinformation data, as well as other problems, are addressed by thepresent invention and will be understood by reading and studying thefollowing specification. Systems and methods are provided for cockpitinstrument panels and cockpit data presentation which provide betterbackup and are more efficient in the presentation of flight informationdata. The systems and methods of the present invention offer improvedcockpit instrument panels which provide more integrated, user-intuitive,and efficient access to redundant flight information data.

In one embodiment of the present invention, a cockpit instrument systemis provided. The system includes a first cockpit instrument panel whichhas a first display proximately located to a first bezel. The firstbezel includes navigational controls and communication controls. Thefirst display is operable to present navigational data, communicationdata, and flight information data including airspeed, attitude, andaltitude. A second cockpit instrument panel is located adjacent to thefirst cockpit instrument panel. The second cockpit instrument panelincludes a second display which is proximately located to a secondbezel. The second bezel includes navigational controls and communicationcontrols. The second display is operable to present navigational data,communication data, and flight information data including detailedengine parameters. If the first or the second cockpit instrument panelwere to fail, the remaining functional, first or second display, isadapted to provide thereon important flight information data content,including airspeed, attitude, altitude, navigation, and engineparameters from the failed display.

These and other embodiments, aspects, advantages, and features of thepresent invention will be set forth in part in the description whichfollows, and in part will become apparent to those skilled in the art byreference to the following description of the invention and referenceddrawings or by practice of the invention. The aspects, advantages, andfeatures of the invention are realized and attained by means of theinstrumentalities, procedures, and combinations particularly pointed outin the appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is cockpit instrument panel, such as a primary flight display(PFD), according to the teachings of the present invention;

FIGS. 2A-2C are illustrations for a cockpit instrument panel, such as asecond multi-functional display (MFD), according to the teachings of thepresent invention;

FIG. 3 is an illustration of redundancy capabilities within amulti-functional display, e.g. either the primary or secondmulti-functional display of FIGS. 1 and 2A-2C, according to theteachings of the present invention;

FIG. 4 illustrates an embodiment of a cockpit instrument system, havingredundant display capabilities for flight information data, according tothe teachings of the present invention; and

FIG. 5, is a flow diagram of one method embodiment for a redundantpresentation of flight information according to the teachings of thepresent invention.

DETAILED DESCRIPTION OF THE INVENTION

In the following detailed description of the invention, reference ismade to the accompanying drawings which form a part hereof, and in whichis shown, by way of illustration, specific embodiments in which theinvention may be practiced. The embodiments are intended to describeaspects of the invention in sufficient detail to enable those skilled inthe art to practice the invention. Other embodiments may be utilized andchanges may be made without departing from the scope of the presentinvention. The following detailed description is, therefore, not to betaken in a limiting sense, and the scope of the present invention isdefined only by the appended claims, along with the full scope ofequivalents to which such claims are entitled.

In the present invention, improved multifunction displays (MFDs) areprovided. As used herein, a MFD is used broadly to include graphicaluser interface based (GUI-based) displays with integrated presentationdata presented thereon using a variety of views. The views areconfigured on the MFDs to provide ready access to flight informationdata. In some embodiments of the present invention the use of the termMFD is employed in connection with or to refer to a primary flightdisplay (PFD). In some embodiments of the present invention the use ofthe term ED is employed in connection with or to refer to a navigationdisplay (NAV display). Additionally, in some embodiments, multiple NFDsare included such that a first MFD is principally used as a PFD and asecond MFD is principally used as a NAV display. In such embodiments,the second MFD or NAV display is in compliment to the PFD. In thepresent invention, multiple MFDs can be stacked one upon the other, oralternatively arranged side by side. Further, in some embodiments an MFDis adapted to include audio capabilities. As one of ordinary skill inthe art will appreciate upon reading this disclosure, the flightinformation data which is presented on such MFDs can differ based on theaircraft type, e.g. frame and engine type.

In the invention, a “bezel” is provided as part of the MFDs. Typically,the bezel is the framed perimeter that surrounds a display, but is notpart of the display itself Further as used in this application, controldata and instrumentation data, including flight information data, referto data received by controls coupled to input devices, such ascommunication and navigational input devices, and data received fromvarious equipment and sensors, such as the aircraft engine, fuel,airspeed, altitude and attitude sensors. For example, navigational andcommunication controls tune navigational devices (e.g., VLOC receivers,radios, and the like) within the aircraft and permit software operatingon a processing device to receive and process the communication andnavigational data collected by such devices. Equipment and sensorinstrumentation facilitate the presentation of data relating to suchparameters as aircraft engine, fuel, airspeed, altitude and attitudestatus.

In the present invention, this data can be operated on by software togenerate one or more dynamic images on the GUI of a MFD display. As oneof ordinary skill in the art will understand upon reading thisdisclosure, the display is capable of presenting text or graphicalinformation. In some embodiments, the display of provides image or videodata. In one example, the GUI depicts a present movement, path and/orprojected destination of an aircraft relative to locations on the groundalong with airspeed, altitude, attitude and engine status data. As oneskilled in the art will appreciate, input devices such as communicationand navigation controls include settings such as a current radiofrequency, channel, and the like.

Although specific cockpit controls and particular flight informationdata are described herein, these descriptions are presented by way ofexample only and are not intended to limit the scope of the presentinvention. As one of ordinary skill in the art will understand uponreading this disclosure, any existing or customized controls and flightinformation data are readily integrated with one or more multifunctiondisplays (MFDs) according to the teachings of the present invention.And, any combination and arrangement of the MFDs and the flightinformation data presented thereon are intended to fall within the scopeof the present invention. According to the teachings of the presentinvention, flight information data is available at all times. As one ofordinary skill in the art will understand upon reading this disclosure,the MFDs are positioned within the cockpit so that a pilot can view andaccess communication and navigation controls proximately located to theMFDs at all times during flight.

FIG. 1 illustrates one embodiment of an improved multifunction display(MFD) 100 according to the teachings of the present invention. The MFD100, as shown in FIG. 1, can be incorporated in a cockpit instrumentpanel. The MFD 100 includes a bezel 101. In the embodiment shown in FIG.1, the bezel 101 provides a framed perimeter that surrounds a GUIdisplay 140. Thus, the bezel 101 has four sides namely, a left side 102,a bottom side 103, a right side 104, and a top side 105. As shown in theembodiment of FIG. 1, the bezel 101 includes a number of aircraftinstrument and/or input controls. As one of ordinary skill in the artwill understand upon reading this disclosure, flight information dataand other information associated with these aircraft instrument and/orinput controls are provided on display 140. Thus, in the invention, theaircraft instrument and/or input controls are proximately located towhere information related to same are displayed.

In the embodiment of FIG. 1, the MFD 100 is employed as a PFD 100. Asshown in FIG. 1, the bezel 101 has affixed thereon navigational inputcontrols 110 permitting control over the VOR/Localize receiver. As usedherein VOR refers to VHF Omnidirectional radio range. In the embodimentof FIG. 1, navigation input control 110 is labeled VLOC as the acronymfor the VOR/Localize receiver. In FIG. 1, the bezel has affixed thereoncommunication input controls, shown as COM 120, permitting radiocommunications with air traffic controllers and/or other pilots in theair. Further in the embodiment of FIG. 1, the bezel 101 has affixedthereon additional input controls including; transponder input controlssuch as numeric touch pad 130, XPDR mode control 132, IDENT control 136,and VFR squawk code entry 134.

As will be understood by one of ordinary skill in the art upon readingthis disclosure, the additional controls, 130, 132, 134, and 136, areone embodiment of the additional controls which can be included on bezel101. However, the invention is not so limited. By way of example, andnot by way of limitation, additional input controls such as GPS controls115 and autopilot controls 135 are included in the scope of the presentinvention. All of the above described controls are adapted to oroperable to manipulate the presentation of flight information data ondisplay 140. For example, the pilot can use the numeric touch pad 130 toenter a unique squawk code required by the air traffic controllers toidentify the pilot's aircraft. In FIG. 1, the text string “1200 ALT IDT”141 presented on the display 140 includes the aircraft's transponderidentity information. The IDENT 136 control permits the aircraft touniquely be identified oil an air traffic controller's display whenrequested. For example, if requested the pilot presses the DENT 136control and the pilot's aircraft will be uniquely identified on the airtraffic controller's display. Further, the XPDR 132 control can changemodes or a push action can switch between XPDR 1 and XPDR 2 in order toactivate and/or deactivate particular transponder communications.

Further, in some embodiments text messaging controls or videotelecommunication controls are affixed on the bezel 101. In one suchembodiment, the numeric touch pad 130 includes alpha characters and/orsymbol characters on each touch pad along with the numeric depicted inFIG. 1. As one skilled in the art will appreciate, this permits a pilotto send and receive text messages from other pilots, the Internet,authorities, air traffic controllers, or other electronically interfacedsources. Further video controls, in some embodiments, permit the pilotto view the cabin of the aircraft for disturbances or for the airtraffic controllers to view different locations within the cockpitand/or cabin of the aircraft.

According to the teachings of the present invention, additional controlsaffixed to the bezel 101, permit increased integration within thecockpit and provide customized presentations of flight information dataon display 140 of MFD 100. For example, overlay controls 114 located onthe bottom side 103 of the bezel 101, permit the pilot to adjust themain display 140 by overlaying graphical data related to weather,traffic, and terrain. As used in this application, the overlay controlsare sometimes referred to as “softkeys” 114. In FIG. 1, text is providedon the display 140 above the softkeys 114 to identify their respectivefunctionality. This is demonstrated in the embodiment of FIG. 1 withtext labels such as TRAFFIC, TERRAIN, and WX (for weather), for example.Further in some embodiments, the display 140 can be customized, such asby using or actuating one or more of the softkeys 114 to create one ormore graphical display insets, e.g. inset display 150, within thedisplay 140. In the embodiment of FIG. 1, a softkey 114 for actuatingsuch functionality has a text label INSET provided above that softkey onthe display 140.

In the embodiment of FIG. 1, flight information data and/or controlsetting is displayed horizontally as a data strip 142 across a topportion of the display 140. For example, within data strip 142,communication control settings are shown in a first region 112 (COM 1,COM 2) and navigation control settings are shown in a second region 113(VLOC 1, VLOC 2). Further, within data strip 142, additional flightinformation data such as a flight plan waypoint (WPT KUKL), desiredtrack (DTK), distance (DIS) to a flight plan waypoint, estimated timeenroute (ETE), and a number of other annuciators (LOC HDG, AP YD, and VSALT G/S) are provided.

Communication input controls, shown as COM 120 in FIG. 1, manipulate thecommunication settings to change the frequency or channel data, and thelike. Navigation input controls, shown as VLOC 110 in FIG. 1, manipulatethe navigation settings to change the frequency or channel data, and thelike. Transponder (XPDR) mode control, shown as XPDR 132 in FIG. 1, canchange modes or a push action can switch between XPDR 1 and XPDR 2 inorder to activate and/or deactivate particular transpondercommunications. Thus, as stated above, the aircraft instrument and/orinput controls are proximately located to where information related tosame are displayed.

According to the teachings of the present invention, the display 140 ofthe PFD 100 can further include one or more inset displays, such asdisplay inset 150, as well as a number of graphical informationoverlays, 160, 170, 180 and 190. The display inset 150 and graphicalinformation overlays, 160, 170, 180 and 190, provide additional flightinformation data on display 140. As shown in the embodiment of FIG. 1,graphical information overlays, 160, 170, 180 and 190, includeindicators for airspeed 160, attitude 170, altitude 180, and heading190. In the embodiment shown in FIG. 1, inset 150 illustrates a top downnavigational view.

In the embodiment shown in FIG. 1, an inset 161 within airspeedindicator 160 provides an aircraft's indicated airspeed at a particularmoment in time. In FIG. 1, inset (or screen graphic/overlay) 170presents the aircraft's attitude data. Attitude indicator 170 includes apitch and roll scale 171 for the aircraft. In FIG. 1, the pitch and rollscale 171 includes an are 171 having a bank and a skid indicator, shownas two reference arrows, 172 and 173. In the embodiment of FIG. 1, thetop arrow 172 indicates the current degree of bank or roll of theaircraft as measured by the arrows location relative to the arc 171. Thebottom arrow 173 is a slip skid indicator 173 which illustrates whetherthe aircraft is additionally slipping or skidding within a degree ofroll, e.g. such as may occur in a banking turn of the aircraft. Thus, inthe embodiment of FIG. 1, the attitude indicator 170 represents that theaircraft is flying level, e.g. no roll indicated by arrow 172's positionon the arc 171, and accordingly is not experiencing any slip or skid asindicated by arrow 173's position on the arc 171.

Attitude indicator 170 further illustrates a pitch indicator shown as ascale 174. The scale 174 indicates the angle, or pitch, of the planewhether it is angled upward in a climb, downward in a dive, or levelwith the ground. In the embodiment shown in FIG. 1, the pitch scale 174indicates that the aircraft is currently flying level with the ground.

Attitude indicator 170, in the embodiment of FIG. 1, also illustrate anumber of markers, 175 and 176. In the embodiment of FIG. 1, markers 175represent the aircraft's wingtips and marker 176 represents theaircraft's nose. Thus, in one embodiment the aircraft's wingtip markers175 and nose marker 176 are useful in interpreting the aircraft's pitchand roll data in conjunction with and relative to the pitch scale 174,roll arc 171, and bank and slip/skid arrows, 172 and 173 respectively.

In one embodiment according to the teachings of the present inventionand as shown in the embodiment of FIG. 1, attitude indicator 170 isprovided in a primary display region on display 140. As used herein,primary display region is intended to mean the central portion ofdisplay 140. As shown in FIG. 1, attitude indicator 170 occupies thelargest portion of display 140. In embodiment of FIG. 1, attitudeindicator 170 is presented together with navigation related, flightinformation data, also displayed in the primary display region ofdisplay 140. As shown in the embodiment of FIG. 1, the navigationrelated, flight information data illustrates a number of geographicalfeatures such as a horizon line 177, reservoirs and roadways 178, and aflight plan waypoint (KUKL) 179.

According to the teachings of the present invention, the embodimentshown in FIG. 1 provides navigation related, flight information datawhich is displayed in the primary display region of display 140according to a cockpit view, or perspective, display convention. Andadditionally, a top down navigational inset 150, including navigationalfeatures such as cities and other geographical features, is providedwithin the display 140. As one of ordinary skill in the art willunderstand upon reading this disclosure, the navigation related, flightinformation data which is displayed in the primary display region ofdisplay 140 according to a cockpit view, or perspective, displayconvention and the top down navigational inset 150 compliment oneanother and afford an enhanced overall presentation of navigationrelated, flight information data.

As one of ordinary skill in the art will appreciate according to theteachings of the present invention, the embodiment of the display of thenavigation related, flight information data shown in the primary displayregion of display 140 is further dynamically configurable to provide adisplay of navigation related, flight information data which isdifferent from the cockpit view display illustrated in FIG. 1. That is,in one embodiment the display formats for navigation related, flightinformation data shown in the primary display region of display 140 andthat shown in inset 150 can be switched by using or actuating theoverlay controls, or softkeys 114. Thus, the cockpit view display wouldthen appear in inset 150 and the top down navigational view would beprovided to the primary display region of display 140. According to theteachings of the present invention and as will be appreciated fromreading below, other navigation display formats are considered withinthe scope of the present invention. And, the several navigation displayformats can be alternated between an inset 150 and a primary displayregion of the display 140. The invention is not so limited.

In FIG. 1, altitude indicator 180 shows a scale which provides theaircraft's altitude data on the display 140 of PFD 100. The embodimentshown in FIG. 1 illustrates such explicit data as the aircraft'svertical assent and vertical velocity. In the embodiment of FIG. 1,altitude indicator 180 includes an adjustable display marker 181 whichrepresents a desired altitude for the aircraft. In FIG. 1, this marker181 is shown set at 10,300 feet. The horizontally oriented rectangularbox at the top of the scale is another data indication 185 in thisembodiment of the selected, desired altitude, e.g. 10,300 feet. Marker182, in FIG. 1, provides data on the aircraft's actual current altitude,e.g. 10,220 feel The horizontally oriented rectangular box at the bottomof the scale is a data representation in this embodiment of theaircraft's altimeter setting.

The vertically oriented rectangular box on the right margin of the scaleprovides data on both a desired rate of ascent, or dec ent, and data onthe actual rate of ascent or descent. Thus, in the embodiment shown inFIG. 1, a marker 183 is shown set a 1 (values measured in thousands)indicating a desired rate of climb to be 1,000 feet per minute. And,marker 184 is shown providing data for the aircraft's actual currentrate of ascent to be 250 feet per minute.

Heading indicator 190, in FIG. 1, illustrates an are heading indication190. As one of ordinary skill in the art will understand upon readingcomprehending this disclosure, the arc is a partial compass rose whichpresents data for the aircraft's course and heading. Heading indicator190, in the embodiment of FIG. 1, includes an adjustable marker datadisplay 191 which represents a desired compass heading for the aircraft.In FIG. 1, this marker 191 is shown set at 33 (values measured in tens),or 330 degrees clockwise from due North. Marker 192, in FIG. 1, providesdata on the aircraft's actual track, e.g. 311 degrees clockwise from dueNorth. In the embodiment of FIG. 1, this track heading data is furtherdisplayed in a box 193 above the partial compass rose 190 and in theform of a horizontally oriented, course deviation indicator (CDI) 194.

FIG. 1 illustrates a course line 195 displayed above the partial compassrose 190 and leading to a flight plan waypoint, e.g. airport (KUKL) 179.However, track marker 192 is illustrated offset from the course line195. As one of ordinary skill in the art will appreciate, the aircraftcan be correctly moving along the course line to the desired destinationwhile steering the nose of the aircraft in a direction slightly off fromthe course line 195. For example, in a strong wind the aircraft willhave to direct its nose into the wind somewhat in order to actuallytrack the courseline 195. Alternatively, in velocity vector basedsystems, the embodiment illustrated in FIG. 1 would actually have thetrack marker positioned on the courseline 195. As one of ordinary skillin the art will appreciate upon reading this disclosure, the scope ofthe present invention is intended to include a velocity based system andin such systems the embodiment shown in FIG. 1 will adjust accordinglyto illustrate track marker positioned on courseline 195.

FIG. 1, is provided by way of example only, and one of ordinary skill inthe art will understand, by reading and comprehending this disclosure,the manner in which the various arrows, markers and/or other indicators,e.g. the flight data indicators for airspeed, attitude, altitude, courseheading and the like, will dynamically change relative to the aircraft'sstatus and/or position. The present invention provides an improved PFD100 which integrates all of the flight information therein.

FIGS. 2A-2C provide illustrations for a cockpit instrument panel, suchas a second multi-functional display, according to the teachings of thepresent invention. In FIG. 2A illustrates one variably configurablecomplimentary multi-function display (MFD) 200, which can be employed inconjunction with the PFD 100 described in detail above in connectionwith FIG. 1, according to the teachings of the present invention. Asshown in FIG. 2A, the MFD 200 is a cockpit instrument panel 200. The MFD200 shown in FIG. 2A includes all of the novel integration of bezellocated controls, panel display, and proximate control devices which areprovided in the PFD 100 of FIG. 1. According to the teachings of thepresent invention, the MFD 200 of FIG. 2A illustrates a complementarydisplay 240. Like the PFD or MFD 100 shown in FIG. 1, the MFD 200 ofFIG. 2A is a GUI enabled device capable of presenting text and graphicaldata/information, image, or video data. In some embodiments MFD 200 isadapted to include control of audio capabilities. In some embodimentsMFD 200 is oriented side by side with the PFD 100 of FIG. 1 with avertically oriented audio system situated between the two MFDs, 100 and200 (shown in FIG. 4). Such a system configuration is illustrated anddescribed in greater detail in co-pending application, by the sameapplicants, entitled “Cockpit Instrument Panel Systems and Methods ofPresenting Cockpit Instrument Data,” attorney docket no. 1528.014 us1,and filed on even date herewith.

The complementary MFD 200, shown in the embodiment of FIG. 2A,illustrates the MFD 200 being utilized as navigational MFD. Thus, in oneembodiment, as used herein, the MFD 200 of FIG. 2A is sometimes referredto as a NAV display 200. However, as will be understood by reading andcomprehending this disclosure, the invention is not so limited. In theembodiment shown in FIG. 2A, the display 240 of MFD 200 illustratesengine data, shown at 201, and navigational data 202 presented from aviewpoint located above the actual aircraft. As one of ordinary skill inthe art will further understand from reading and comprehending thisdisclosure, as well as those disclosures cross referenced above, thenavigational data presented from a viewpoint located above the actualaircraft is one viewpoint embodiment from which such navigational datacan be displayed on MFD 200. The invention is not so limited.

As described above in connection with FIG. 1 and according to theteachings of the present invention, the display format of navigationrelated, flight information data 202 presented on display 240 isdynamically configurable. In some embodiments, such as shown in theembodiment of FIG. 2A, the NAV display 200 includes softkeys 214 such asshown and illustrated in connection with the PFD of FIG. 1. However, theinvention is not so limited. In the embodiment of FIG. 2A, the softkeys214 can be actuated in order to switch from the top down navigationalview illustrated in FIG. 2A to a cockpit perspective view (shown inFIG. 1) or other navigational display perspective, e.g. a birds-eyeperspective (a viewpoint from above and behind the actual aircraft).Likewise, in the invention the overlay controls 214, or softkeys, can beused to create or add additional navigation related, flight informationdata as display insets (e.g. 150 in FIG. 1A) and/or as graphicalinformation overlays (e.g. 160, 170, 180 and 190 in FIG. 1A) on display240. The invention is not so limited. According to the teachings of thepresent invention, the primary display region on display 240 and anydisplay insets and/or as graphical information overlays areindependently or collectively configurable to display navigationrelated, flight information data In one embodiment, the primary displayregion on display 240 provides a two dimensional (2-D) perspective view.However, the invention is not so limited and a three dimensional 83-D)format is considered within the scope of the present invention.

In the embodiment shown in FIG. 2A, the navigational data 202 portion ofdisplay 240 illustrates a number of geographical features such as areservoir 203, a number of roadways 204, a North directional arrowmarker 205, a number of aviation waypoints 206, a flight plan waypoint(KUKL) 207, and the aircrafts position relative to these features.However, as one of ordinary skill in the art will understand uponreading this disclosure, the invention is not limited to this particularnumber or choice of features. And, fewer or more features are includedwithin the scope of the present invention.

In FIG. 2A, MFD 200 is illustrated providing complimentary flightinformation data to that discussed and illustrated above in connectionwith the PFD of FIG. 1. That is, as shown in FIG. 2A, engine data isdisplayed within a vertical column 201 on the display 240 of MFD 200. Asone of ordinary skill in the art will appreciate, upon reading thepresent disclosure, the engine data displayed within a vertical column201 on MFD 200 does not necessarily have to be displayed within avertical column (as shown in FIG. 2A) and other presentations of thisdata, such as within a horizontal region are considered within the scopeof the present invention. However, it is recognized that such enginedata is flight information data and is desired for presentation in someconfiguration and/or format to the pilot of an aircraft.

In the embodiment shown in FIG. 2A, the engine data shown in verticalcolumn 201 includes aircraft equipment data, such as fuel flow 203,engine temperature 204, oil temperature 206, oil pressure 208, fuelquantity 210, RPMS 212, electrical system amperage (AMPS) 209. Theinvention, however, is not limited to this configuration of the aircraftequipment data. In fact, according to the present invention, asdescribed in the above cross referenced application, the actualarrangement of the data displayed in column 201 can be userconfigurable. Also, as one of ordinary skill in the art will appreciatein reading this disclosure, the engine data 201 which is provided todisplay 240 is dependent on, or based upon, a given aircraft frame andengine type.

In one embodiment, the engine parameters can be configured for at leastthree different data displays. As shown in vertical column 201embodiment of FIG. 2A, data representing the above described, detailedengine parameters are displayed However, as shown in the embodiment ofFIG. 2B, the vertical column 201 can likewise be used to display enginedata representing engine power management, shown as exhaust gastemperature (EGT ° C.) and cylinder heat temperature (CHT ° C.) invertical column 201, in order to regulate fine tuning of the enginepower. Alternatively, as shown in the embodiment of FIG. 2C, thevertical column 201 can likewise be used to display engine datarepresenting fuel planning management. That is, as shown in theembodiment of FIG. 2C, vertical column 201 includes such engine data asfuel range, the current fuel burn rate, and or other so relatedparameters.

According to the teachings of the present invention, the complimentaryMFDs, 100 and 200, are used to provide wide graphical data displaysintegrated in one central location with the controls and devicesthemselves. In the embodiments shown in FIGS. 1 and 2A, a perspective,cockpit flight view is principally illustrated on the display 140 of PFD100 in FIG. 1 and a top down view is principally illustrated in on thedisplay 240 of NAV display 200 in FIG. 2A. In the embodiment of FIG. 1,the cockpit flight view on display 140 includes a presentation of flightinformation data indicators such as airspeed 160, attitude 170, altitude180, and heading 190. Also, shown overlaid on the display 140 of PFD 100is a navigational inset 150. In the embodiment of FIG. 2A, the top downview on display 240 includes flight information data relating to theaircraft's engine and shown in vertical column 201. One of ordinaryskill in the art will understand upon reading this disclosure that apilot of an aircraft can user-configure these displays to provide a widevariety and arrangement of different flight information datapresentations and navigational perspectives according to the teachingsthis application, as well as those applications cross referenced above.Again, as one of ordinary skill in the art will understand upon readingthis disclosure, in some embodiments the flight information data isdependent on a given aircraft type.

FIG. 3, illustrates one embodiment of a cockpit instrument panel,including a multifunction display (MFD) 300 according to the teachingsof the present invention. The MFD 300 shown in FIG. 3, can be either oneof PFD 100 or MFD 200 discussed and described in detail above inconnection with FIGS. 1 and 2A-2C. FIG. 3, is intended to illustrate theperformance and response of the complementary MFDs 100 and 200 as partof a cockpit instrument system according to the teachings of the presentinvention. That is, FIG. 3 illustrates an MFD 300, either the PFD 100 orMFD 200, in a reversionary mode providing redundant flight data display.The flight data displayed on MFD 300 can be provided, for instance, whenone of the MFDs, e.g. either PFD 100 or MFD 200, fails or alternativelyin a test mode. In the invention, and as explained in further detailbelow, the reversionary mode illustrated on MFD 300 provides a displayformat which is as similar as possible to the normal flight data displayacross one or more MFDs.

What is key is that at least one MFD be configured as a PFD such asshown in FIG. 1. As explained above, in some embodiments MFD 200 of FIG.2A is oriented side by side with the PFD 100 of FIG. 1. In someembodiments, PPD 100 and MFD 200 are oriented side by side with avertically oriented audio system situated between the two MFDs, 100 and200 (as shown in FIG. 4). However the invention is not so limited. Forexample, in some embodiments, PFD 100 and MFD 200 are oriented in astacked configuration, one above the other. As the reader willcomprehend, both MFDs, 100 and 200, are independently configurable tofully display the data which the other MFD displays. That is, the twoMFDs can be configured to display identical data, but the elementstypically present on a PFD are required.

With one MFD so configured as a PFD, one or more additional MFDs can beused to display different data, e.g. configured primarily as a NAVdisplay (as shown in FIG. 2A). In the example embodiments provided inFIGS. 1 and 2A-2C, FIG. 1 is illustrated with MFD 100 being configuredas a PFD and MFD 200 configured as a NAV display.

According to the teachings of the present invention, and as shown inFIG. 3, if either one of the MFDs 100 and 200 in the cockpit instrumentsystem fails, the other MFD which remains functional will present all ofthe most important flight information data within its display 340. Thatis, the remaining MFD, shown in reversionary mode as MFD 300 in FIG. 3,will present the important flight information, including airspeed,attitude, altitude, a heading indicator, communication and navigationfrequency settings, and the like in a similar format to that shownpreviously on the PFD 100 of FIG. 1. In FIG. 3, the primary display 340of the MFD 300 includes the many pieces of flight information data fromthe PFD. That is, the display includes one or more inset displays, e.g.inset 350, as well as a number of graphical information overlays, e.g.360, 370, 380 and 390. According to the teachings of the presentinvention, the display inset 350 and the graphical information overlays,360, 370, 380 and 390, mirror those illustrated and described in detailabove in connection with the PFD 100 of FIG. 1. Display inset 350provides a navigation view and graphical information overlays, 360, 370,380 and 390 provide flight information data Indicators, which includeairspeed 360, attitude 370, altitude 380, and heading 390. In thisinvention, the display 340 on MFD 300 is additionally referred to as areversionary screen or reversionary display 340.

According to the teachings of the present invention, the reversionarymode MFD 300 additionally includes engine data 301 within the display340 which was originally provided on the NAV display 200 of FIG. 2. Inthe embodiment of FIG. 3, engine data is displayed within a verticalcolumn 301 on the display 340 of MFD 300 in a similar format to thatshown previously on the MFD 200 of FIG. 2. However, as discussedpreviously the engine data displayed within a vertical column 301 on MFD300 does not necessarily have to be displayed as within a verticalcolumn and other presentations of this data, such as within a horizontalcolumn are considered within the scope of the present invention.However, it is recognized that such engine data is important flightinformation and it is desirable that the same be presented in similarformat to that which was previously provided to the pilot of an aircraftbefore an MFD failure and hence the format shown in the reversionarymode format of MFD 300 in FIG. 3.

As one of ordinary skill in the art will understand upon reading thisdisclosure, at least one of the MFDs in a cockpit instrument system willbe configured to display a flight plan including procedural legs.According to the teachings of the present invention, the flight plan isprovided on the reversionary mode MFD 300 and is shown as a pop-upnavigational display 399. Here too, the flight plan 399 will bepresented in similar format to that which was previously provided to thepilot of an aircraft before an MFD failure and hence the format shown inthe reversionary mode format of MFD 300 in FIG. 3. As shown in theembodiment of FIG. 3, the engine data shown in vertical column 301includes aircraft equipment data, such as fuel flow 302, enginetemperature 304, oil temperature 306, oil pressure 308, fuel quantity310, RPMS 312, electrical system amperage (AMPS) 314. In someembodiments, additional flight information data such as outside airtemperature, outside air pressure, and the like, are also provided ondisplay 340. The invention is not so limited. In fact, according to thepresent invention the actual arrangement of the data displayed in column301 can be user configurable as discussed and described in detail abovein connection with FIGS. 2A-2C and as described in the above crossreferenced applications which are incorporated herein by reference.

It is further noted that, according to teachings of the presentinvention, the navigational data which may have been previouslydisplayed in a more expansive view on one of MFDs, 100 or 200, e.g.navigational data from display region 202 in FIGS. 2A-2C, is stillpresented on the remaining, functional MFD 300 as a navigational inset350.

As one of ordinary skill in the an will further understand from readingand comprehending this disclosure, as well as those cross referencedabove, the navigational data in inset 350, presented from a viewpointlocated above the actual aircraft, is one viewpoint embodiment fromwhich such navigational data can be displayed on MFD 300. The inventionis not so limited.

In the embodiment of FIG. 3, the navigational data 350 portion ofdisplay 340 is still adapted to illustrate a number of geographicalfeatures such as a reservoir, a number of roadways, a North directionalarrow marker, a number of aviation waypoints, a flight plan waypoint(KUKL), the aircraft's position relative to these features, and the likeas discussed and described in detail above in connection with FIGS.2A-2C.

In one embodiment according to the teachings of the present invention,the remaining functional MFD 300 provides on its display, orreversionary display 340 all of the important flight information data,such as shown in the embodiment of FIG. 3, automatically upon thefailure of either PFD 100 (shown in FIG. 1) or NAV display 200 (shown inFIG. 2A), in the cockpit instrument system of the present invention. Inan alternative embodiment, the remaining functional MFD 300 displays allof the important flight information data, such as shown in theembodiment of FIG. 3, upon the simple application of a toggle button, orswitch, which can be actuated when either PFD 100 (shown in FIG. 1) orNAV display 200 (shown in FIG. 2A), in the cockpit instrument system ofthe present invention fails. Thus, the pilot is provided with anequivalent PFD in such an event.

According to the teachings of the present invention, such a togglebutton or switch can additionally be actuated at any time when it isdesired to have all of the flight information data displayed on a singleMFD, such as that shown in the reversionary mode MFD 300 embodiment ofFIG. 3. For example, a pilot may actuate the toggle button or switch tocheck the operational status of the present cockpit instrument system ina pre-flight systems check routine. In one embodiment of the presentinvention, the toggle button or switch is provided on the MFDsthemselves. Alternatively in other embodiments, the toggle button orswitch is located on a vertical audio instrument panel, positionedbetween two MFDs horizontally positioned in the cockpit instrumentsystem, as discussed in more detail below in connection with FIG. 4.

Thus, as one of ordinary skill in the art will understand upon readingthis disclosure, the remaining functional MFD 300 thus presents all ofthe important flight information data in order to comply with the FAA'sfailure probability requirements. Moreover, according to the teachingsof the present invention, the flight information data, now presented infull on MFD 300, is presented in substantially the same size and formatas it was originally presented between the two MFDs 100 and 200. As oneof ordinary skill in the art will appreciate, this is extremelyadvantageous when a system fails in an aircraft as it does not requireany significant mental acclimation to interpret or reference the backuppresentation of the flight information data.

Thus, according to the teachings of the present invention, very littlemental acclimation is required to readjust to the size, perspective andformat of the flight information data on the remaining functional MFD300. In this manner, the cockpit instrument system of the presentinvention provides a safer and more user intuitive backup of the flightinformation data for a pilot and complies with the FAA's redundancyrequirements.

FIG. 4 illustrates another embodiment of a cockpit instrument system 400according to the teachings of the present invention. As shown in FIG. 4,one embodiment of the cockpit instrument system 400 of the presentinvention includes a first instrument panel 420 having a first bezel 401with one or more controls (e.g., 402-417) affixed to the first bezel401. In the embodiment of FIG. 4, the first bezel 401 also surrounds afirst display 419 which is operable to present control and equipmentdata associated with the controls (e.g., 402-417) and other equipment orsensors of the aircraft. The system 400 includes a second instrumentpanel 460 having a second bezel 459 with one or more additional controls(e.g., 454-457) affixed on the second bezel 459. Moreover, the secondbezel 459 surrounds a second display 458 which is operable to presentcontrol data and equipment data associated with the additional controls(e.g., 454-457) and other equipment or sensor of an aircraft.

In the embodiment shown in FIG. 4, system 400 includes an audio controlpanel 450 having an audio bezel 449 with one or more audio controls(e.g., 427-448) affixed on the audio bezel 449. In the embodiment shownin FIG. 4, the audio control panel 450 includes a vertically orientedaudio control panel 450 positioned between two side by side MFDs, e.g.420 and 460. The audio controls (e.g., 427-448) are operable to provideaudio capabilities to the pilot. In some embodiments, a first side of418 of the first bezel 401 which is parallel and proximate to a firstside 426 of the audio bezel 449. Further, a second side 425 of the audiobezel 449 is parallel and proximate to a first side 453 of the secondbezel 459. As one of ordinary skill in the art will understand uponreading this disclosure, in this system level embodiment of FIG. 4,three independent panels (e.g., 420, 450, and 460) are ergonomicallyarranged to permit an operator's (e.g., pilot's) fingers on a singlehand to simultaneously access one or more controls (e.g., 402-417) ofthe first bezel 401, one or more controls (e.g., 427-448) of the audiobezel 449, and one or more controls (e.g., 454-457) of the second bezel459.

As is readily apparent to those skilled in the art, this arrangement ofsystem 400 permits optimal access to controls and displays in acentralized fashion within the cockpit. Correspondingly, a pilot canreadily access and obtain information needed during flight withoutrequiring the use of alternate hands or having to focus his/herattention to multiple and sometimes opposite locations within thecockpit.

According to the teachings of the present invention, each of the MFDs,e.g. 420 and 460, in system 400 include the full redundant, or backup,important flight information data display capabilities, as described anddiscussed in detail above in connection with FIGS. 1-3. In oneembodiment, if a given MFD, e.g. 420 or 460, fails, the display, e.g.419 or 458, of the remaining, functional MFD, 420 or 460, automaticallyadapts or adjusts to display all of the flight information data, whichwas previously presented between the two MFDs, in substantially the samesize, position, perspective and format. In an alternative embodiment,according to the teachings of the present invention, when one of theMFDs, 420 or 460, fails the remaining, functional MFD, 420 or 460,adapts or adjusts to display all of the flight information data, whichwas previously presented between the two MFDs, in substantially the samesize, position, perspective and format upon the actuation, orapplication of a toggle button, or switch. In the embodiment shown inFIG. 4, such a toggle button or switch is illustrated as button 427.

Thus, in this manner the cockpit instrument system 400 of the presentinvention provides a safer and more user intuitive backup of theimportant night information data for a pilot. In this manner, thepresent invention attempts to accord with FAA's failure probabilityrequirements.

In some embodiments of system 400, a separate color is used to representdifferent information presented on displays 419 and 458. In this way,customized insets within the displays (e.g., 419 or 458) are readilyidentified as pilot configured information, and information is readilydistinguished. Moreover, in some embodiments, messaging controlsoperable to permit messaging capabilities are located on one or more ofthe bezels (e.g., 401, 449, or 459).

FIG. 5 illustrates a method for providing redundant flight informationdata according to the teachings of the present invention. As will beunderstood by one of ordinary skill in the art upon reading the presentdisclosure, the methods of the present invention are performed using thedevices and systems described above in connection with FIGS. 1-4. Asshown in FIG. 5, the method includes providing a set of flightinformation data on one or more multifunction displays at block 510. Themethod, according to the teachings of the present invention, furtherincludes replacing a content of a functional multifunction display withthe set of flight information data upon the failure of one or moreprimary instrument displays as shown in block 520, e.g. in a format asdescribed and discussed in detail above in connection with thereversionary mode MFD 300 of FIG. 3.

As one of ordinary skill in the art will understand upon reading thisdisclosure, the one or more primary instrument displays includes, but isnot limited to the one or more multifunction displays from block 510. Inone embodiment, providing the set of flight information data on one ormore multifunction displays includes providing the set of flightinformation data between a primary flight display (PFD) and a secondaryflight display (NAV display). In one embodiment, providing the set offlight information data on one or more multifunction displays includesproviding the set of flight information data on a pair of adjacentmultifunction displays.

As explained in detail above, in one embodiment, providing the set offlight information data on one or more multifunction displays includesproviding a set of flight information data selected from the group ofairspeed, attitude, altitude, and detailed engine parameter data. In oneembodiment, providing the set of flight information data on one or moremultifunction displays includes providing a set of flight informationdata which is dependent on an aircraft type.

According to the teachings of the present invention, replacing a contentof a functional multifunction display with the set of flight informationdata upon the failure of one or more primary instrument displaysincludes presenting the set of flight information data on themultifunction display in a substantially similar size, format, locationand perspective as the important flight information data was presentedon the one or more MFDs. Thus, the present invention provides a saferand more user intuitive backup of the important flight information datafor a pilot in an effort to comply with the FAA's failure probabilityrequirements.

In one embodiment, replacing a content of a functional multifunctiondisplay with the set of flight information data upon the failure of oneor more primary instrument displays includes presenting the set ofimportant flight information data in a dynamically configurable format.Further, according to one method embodiment of the present invention,replacing a content of a functional multifunction display with the setof important flight information data upon the failure of one or moreMFDs includes actuating a button to in order to adjust the content onthe remaining MFD.

As one of ordinary skill in the art will understand upon reading thisdisclosure, the methods of the present invention can be described in thecontext of computer-executable instructions, such as program modules,being executed by a computer. Generally, program modules includeroutines, programs, objects, components, data strictures, etc. thatperform particular tasks or implement particular abstract data types.

As one of ordinary skill in the art will understand upon reading andcomprehending this disclosure, any one or more of the above features canbe combined into a particular embodiment of the invention. Likewise, inthe invention any one or a combination of the above functions can beoptionally de-activated in the device. One of ordinary skill in the artwill further understand that the method includes using a computeraccessible medium having a set of computer executable instructionsoperable to perform the method. Other embodiments may be utilized andstructural, logical, and electrical changes may be made withoutdeparting from the scope of the present invention.

In some embodiments, the methods provided above are implemented as acomputer data signal embodied in a carrier wave or propagated signalthat represents a sequence of instructions which, when executed by aprocessor, cause the processor to perform the respective method. Inother embodiments, methods provided above are implemented as a set ofinstructions contained on a computer-accessible medium capable ofdirecting a processor to perform the respective method. In varyingembodiments, the medium includes a magnetic medium, an electronicmedium, or an optical medium.

The system of the present invention includes software operative on aprocessor to perform methods according to the teachings of the presentinvention. One of ordinary skill in the art will understand, uponreading and comprehending this disclosure, the manner in which asoftware program can be launched from a computer readable medium in acomputer based system to execute the functions defined in the softwareprogram. One of ordinary skill in the art will further understand thevarious programming languages which may be employed to create a softwareprogram designed to implement and perform the methods of the presentinvention. The programs can be structured using C programming languageor other high level language and assembly. However, as will beappreciated by one of ordinary skill in the art upon reading thisdisclosure, the teachings of the present invention are not limited to aparticular programming language or environment.

CONCLUSION

The above cockpit instrument panels, systems and methods have beendescribed, by way of example and not by way of limitation, with respectto improving pilot driven controls and pilot delivered information. Thatis, the instrument panels, systems, and methods provide for betterintegrated control, access, and presentation of flight informationwithin the cockpit. The integration and placement of controls anddisplays of the present invention provide for an improved redundantdisplay capability of flight information data on an MFD which includespresenting the flight information data in substantially the same size,position, perspective and format as previously displayed on a failedMFD. In the invention, a system is provided for redundant, proximatelysituated MFDs which share similar functionality. In this manner, thecockpit instrument system of the present invention provides a safer andmore user intuitive backup of the flight information data for a pilot.That is, the pilot is always provided with a PFD which complies with theFAA's probability failure requirements.

Although specific embodiments have been illustrated and describedherein, it will be appreciated by those of ordinary skill in the artthat any arrangement which is calculated to achieve the same purpose maybe substituted for the specific embodiment shown. This application isintended to cover any adaptations or variations of the presentinvention. It is to be understood that the above description is intendedto be illustrative, and not restrictive. Combinations of the aboveembodiments, and other embodiments will be apparent to those of skill inthe art upon reviewing the above description The scope of the inventionincludes any other applications in which the above systems, devices andmethods are used. The scope of the invention should be determined withreference to the appended claims, along with the full scope ofequivalents to which such claims are entitled.

1. A multi-function display (MFD), comprising: a bezel having controlslocated thereon which are adapted for controlling communication devices,navigational devices, and equipment sensors; and a display adjacent tothe bezel, to automatically provide a graphical backup presentation of aset of important flight information data including airspeed, attitude,altitude, communication, navigation and engine data upon the failure ofone or more primary instruments displays.
 2. The MFD of claim 1, whereinthe set of flight information is dependent on an aircraft frame andengine type.
 3. The MFD of claim 1, wherein the display is adapted toprovide the backup presentation of the set of flight information dataupon the actuation of a toggle button located on the MFD.
 4. The MFD ofclaim 1, wherein the display is adapted to be dynamically configurableto adjust a content and a configuration of the backup presentation. 5.The MFD of claim 1, wherein the bezel surrounds the display.
 6. The MFDof claim 1, wherein the bezel forms a framed perimeter that surroundsthe display but is not part of the display.
 7. The MFD of claim 1,wherein the controls located on the bezel are selected from the groupconsisting of a control for a VOR/Localize Receiver, a control forpermitting radio communications, a control for a numeric touch pad, acontrol for a transponder communications mode selector, a control foridentifying an aircraft, a control for a VFR Squawk code entry, acontrol for a GPS receiver, a control for an auto pilot, a control fortext messaging, a control for telecommunications, a control for video,and a control for an overlay.
 8. The MFD of claim 1, wherein thecontrols include overlay controls located on a bottom side of the bezel.9. The MFD of claim 1, wherein the display includes at least one insetdisplay.
 10. The MFD of claim 1, wherein the display includes at leastone graphical informational overlay.
 11. The MFD of claim 1, wherein thedisplay is a reversionary display.
 12. The MFD of claim 1, wherein theflight information data is presented in a substantially similar format,size, location and perspective as presented on the one or more primaryinstrument displays.
 13. A multi-function display (MFD), comprising: asingle display adapted to provide a back-up presentation of a set ofimportant flight information data including airspeed, attitude,altitude, communication, navigation and engine data upon the failure ofone or more primary instruments displays: and a bezel surrounding thedisplay and having controls located thereon which are adapted forcontrol and communication devices, navigational devices, and equipmentsensors.
 14. The MFD of claim 13, wherein the display is adapted toprovide the backup presentation of the set of flight information dataupon the actuation of a toggle button located on the MFD.
 15. The MFD ofclaim 13, wherein the display is adapted to be dynamically configurableto adjust a content and a configuration of the backup presentation. 16.The MFD of claim 13, wherein the controls located on the bezel areselected from the group consisting of a control for a VOR/LocalizeReceiver, a control for permitting radio communications, a control for anumeric touch pad, a control for a transponder communications modeselector, a control for identifying an aircraft, a, control for a VFRSquawk code entry, a control for a GPS receiver, a control for an autopilot, a control for text messaging, a control for telecommunications, acontrol for video, and a control for an overlay.
 17. The MFD of claim13, wherein the controls include overlay controls located on a bottomside of the bezel.
 18. The MFD of claim 13, wherein the display includesat least one inset display.
 19. The MFD of claim 13, wherein the displayincludes at least one graphical informational overlay.
 20. The MFD ofclaim 13, wherein the display is a reversionary display.
 21. The MFD ofclaim 13, wherein the flight information data is presented in asubstantially similar format, size, location and perspective aspresented on the one or more primary instrument displays.